Automatic railway-train stop.



R. CECCHINI.

AUTOMATIC RAILWAY TRAIN STOP.

APPLICATION FILED MAY 11. 1915.

2 SHEETSSHEET I.

A E; WITNESS [N VENTOR, /fia PaZfl/i dmiili} A TTORNE Y.

R. (2500mm.

AUTOMATIC RAILWAY TRAIN STOP.

APPLICATION FILED MAY 11, 1915.

Patented Mar. 14, 1916.

2 SHEETSSHEET 2.

E, E E E j 2 w o M W Z 45 Q 10' M m L i WITNESS INVENTORy W 13056;?

BY i I o 1 A TTORNE Y.

train is in the same failure of the usual air ROBERT CEGCHINI, OFSPRINGFIELD. MASSACHUSETTS. I

AUTOMATIC RAILWAY-TRAIN STOP.

Specification of Letters Patent.

Patented Mar. r42, rare.

Application filed an 11, 1915. Serial m. 27,296.

To all whom it may concern Be'it known that 1, ROBERT Cnccmm, a Britishsubject, and resident of Springfield,

in the county of Hampden and State of Massachusetts, have inventedcertain new and useful Improvements in Automatic Railway-Train Stops, ofwhich the following is a full, clear, and exact description.

This invention relatesto an automatic train stop of the class or kindwhich is operative when the train runs past a signal set at danger, ofinto a block while another block, to operate stopping or controllingdevices of the locomotive, such, for instance, as the throttle valve,the engineers air brake valve, the valve controlling track sandingsupply, or simultaneously all of such valves, and also, if desired, asan auxiliary brake mechanism which becomes operable in cases when bybrake apparatus the auxiliary brake may be set.. 1

An object of the invention is to provide improved apparatuses orappliances for the efficient and'reliable stopping of the train underdan'ge'r conditions, by the utilization, under normal conditions, of anautomatically controlled source of air under pres sure.

Another object is to so adapt the apparatus, as, in cases of emergency,to be operable by steam from the boiler in cases where the air supplyfails or becomes inedective by lowered pressure thereof.

In the apparatus as here disclosed, the air operable as the motive agentfor actuating the train controlling devices in cases of danger,automatically controls the steam to be used in cases of emergency, thatis the steam supply pipe leading from the boiler is normally shut by avalve or cook, but which valve on the failure of the supply of the airas the motor agent is opened so that.

the steam will perform the same ofiice as that designed for the air.

Other objects of the invention are to provide improved means for theelectrical control of an electric motor carried on the locomotive andwhich motor operatively controls the valve for the motor fluid, air orsteamas the case may be which actuates the train controlling devices.

Another object is to generally simplify and improve the train stoppingapparatus.

Ihe invention is described in comunction tery 13 flowing through withthe accompanying drawings and is set forth in the claims.

In the drawings:-Figure 1 1s a general diagrammatic view of the deviceand such othervparts of the locomotive, tracks, signallng apparatus,etc., as are used in connection with the device. v1ew of the ordinaryrailroad trackshowmg the signal posts at intervals along the track I andalso thesub-rail-located near each Signal post. Fig. 3 is an end view ofa loco-- motive on its track with the signal post and sub-rail shown intheir relative positions.

Fig. 4: is a detail of the switching mecha- Illim, etc., which islocated in the engineers ca l The operation of the semaphore arm ofthesignal iscontrolled by means of electricity supplied by a suitablebattery 2 from which an extra circuit is taken oil which is controlledby a switch .3 so de- Fig. 2 is a-plan signed that when the semaphorearm is set at danger the circuit is closed and the current is free toHow through wire- 4'. to subrail 5.

At aconvenient point on the locomotive is attached a collecting orcontacting wheel 6 which rolls over the top edge of sub-rail 5 and towhich is connected a wire 7 running to a magnet 8 and from therereturning through a wire wheels 10 which roll upon the main rails 11. A.wire 12 connects these rails back to the battery 2 completing thecircuit.

When the signal is set at danger and the locomotive comes opposite thesub-rail 5, the current flows from the battery2 through switch 3, wire4, rail 5, contactor wheel 6, wire 7, magnet 8, wire 9. either one ofthe wheelslO to rail 11 and back through wire 12 to battery. When thiscurrent flows through ma net 8 this magnet is demagnetized orneutralized and current from batswitch 14 and magnet 15, actuates thepivoted switch 16 which closes the gap between contacts 17, 17, andallows current to flow irom battery 18 through contacts 17 to motor 19and return.

When the motor revolves a pinion on its shaft acts with a rack to draw arod 20 which opens valve 21. allowing air at a pressure of about 130lbs. to flow from main reservoir A through pipe 22, check valve 23 topipe 24. and branching oii into three cylinders 25, 26, and 27, whichact to close the 9 to two small contacting keeping the steam in throttle28, operate the brakes through the engineers valve 29 and valve 30respectively.

If for any reason the pressure of air in the main reservoir falls below60 lbs., the spring 31 back of piston 32 in cylinder 33 over-. comes theair pressure on the other side of piston and opens valve 34, allowingsteam from the boiler to pass through pipes 35 and 36 into pipe 22,thence'through valve 21, if open, and then into pipe 24 and operatingabove mentioned cylinders 25, 26 and 27, as described above.

The check valve 23 apply the air sander is for the purpose of pipe 22from getting into the main reservoir.

When steam is allowed to pass through valve 34 and into pipe 36 it alsopasses through pipe 37 into additional brake cyl-- inder 38 whichapplies the brakes upon the locomotive.

Ordinarily and for protracted periods, without exception, the operationof the en gineers brake valve will be adequate to set the brakes. a

The provision of the means including the steam cylinder 38hereinabovejust referred to is to be considered'as a steam operatedemergency brake to become automatically operable in the very rare caseswhen the air supply would fail or become inefiective for the usual andexpected operations.

The pin 39 on end of pinion of motor 19,

1 Fig. 4, is for a crankto be applied so the the'action of magnetengineer can return the rack and its rod 20 and valve 21 to the normalposition.

- Magnet 8 has a steel core and is, therefore, a permanent magnet andwhen there is no current in the coil of said magnet the magnetism inthis core is strong enough to hold pivoted switch 16 from contacts 17against If current does flow through magnet 8 the magnetism in the coreis neutralized and then magnet 15 becomes the stronger of the two andattracts the other end of switch 16.

The switch will remain in this position unt1l the engineer opens switch14 whichv causes magnet 15 to become inoperative and. as the currentwhich flowed-through magnet 8 has ceased the permanent core of saidmagnet will again attract switch 16 toits normal position as shown,afterwhich the engineer closes switch 14 restoring the energy to .magnet15. The reason that magnet 15 which a current is established conditions,

' .Port 40 Fig. 4, is to exhaust the air from 60 tric motor, a reservoirfor compressed air, a

pipe leading from the'reservoir, a valve for said pipe, controlled bythe electric motor, a pneumatic chamber to which said pipe leads, apiston in said chamber operatively connected with a locomotivecontrolling mechanism, electric means comprising a circuit in andincluding a device'subject to the operation by such current circuit forcontrolling said electric motor, a steam pipe, connecting into said airpipe and having a valve therefor, means for exerting a pressure in theopening direction on said valve, and means whereby said pressureexerting means is controlled by the air pressure in the reservoir. 1

2. In an apparatus of the character described, a locomotive havingthereon an electric motor, a reservoir for compressed air, a

- pipe leading from the reservoir, a valve for said pipe, controlled bythe electric motor, a pneumatic chamber to which said pipe leads, apiston in said chamber operatively conhected with a locomotivecontrolling mechanism, electric, means comprising a circuit in which acurrent isestablished under danger conditions, and including a device,subject to operation by such current circuit, for controlling saidelectric motor, a steam pipe,

connecting into said air pipe, .beyond the v reservoirand having a valvetherefor, means for exert ng a 'ressure in the opening direction on saidva ve, means whereby said pres sure exerting means is controlled by theair pressure in the reservoir, and a check valve provided in the pipeleading from the reservoir between the latter and the junction with saidpipe of the steam pipe.

I Signed by me at Springfield,'Mass., in presence of a subscribingwitness.

. ROBERT CECOHINI. Witness: G. R. DRISCOLL.

under danger

